Valve



May 21, 1935- G. L.' KENNEDY I 2,002,182

VALVE Original Filed Jan- 5, 1925 2 Sheets-Sheet 1 INVENTOR GUyLfE/WVEDY BY wm v ATTORNEY May 21,'1935. G. KENNEDY VALVE ni cq. .E

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t -6 `An object of this invention is Patented May 21, -1935 L; Kennedy, `llewYox-k, N. Y, assigner to Ken-Crip Corporation, NewYork, EY., acer-, y

c poration of New York Original application January- 5, 19.25, `VSerial'ldo.. 687. Divided' and `this application VAugust 13, 1925, Serial No. 49,964. Renewed Februaryv 174 4 This invention relates to improvements :in valves for carburetors; particularly valves for carburetors -to supply inflammable motive agent for internal combustion engines. Y i

to provide' a carburetor having a novelform of valvefo'r con'- trolling the admission or liquid fuel; said ,valve being so constructed that the quantity offgasoline: or other volatile, combustible liquid entering the carburetor, can be regulated and adjusted in the nicest degree; i i y This and other objects andadvantages* ofthe invention will be made clear in the following description and the novel features of my improved carburetor will be defined in the appended claims.

Butthis disclosure s,=of course, illustrative only,` and I may alter the details of construction actuallyshown herein, to a considerable extent, as indicatedby the broad meanings of theterms in which the claims are expressed.

On the drawings, n. i Figure l is a view of acarburetor according to my invention, in longitudinal section, on an enlarged `scale;" Y Figure 2 is a side View thereof, partly in section; Figure V'3 is an opposite sidev view; l Figure 4 is a bottom plan of the carburetor;

`Figure 5 is a transverse section on line 55 of Figure `1, looking downward, some oftheoutside t members of thecarburetor being omitted, the air valve and spraynozzlebeing illustrated as fully open; Y, Figure 6 is a similar section, partly in elevation,

the air valve and spray nozzle in this view being in shut-oit or throttlev position, this view being in section on line 6-,6 in Figure 1; i l

Figures 7, 8, 9, 10` and 11 are views showing the Vconstruction and function of the means for admitting and regulating the admission of gasoline g to thecarburetor; and t Figure 12 is a sectional view showing a modiiication ofthe carburetor in one detail. Y 1 The same numerals identify the same parts throughout. y f c This applicationis al division ofmy copending application for a patent on Carburetors, Serial No. 687, filed January 5th, 1925. Y In the particular description of the drawings, I `use the numeral I to indicate a tubular casing which has a bore 2 extending longitudinally through it, and is open at` both ends. The bore 2h ,is indicated as a cylinder in cross-section, but may have anyother desired shape, and mounted in .the casing l, so as to control the bore 2,are two' valves Sand 4. The valve 4 maybe regarded as a throttle or vacuum regulating valve, and is mounted upon a. transverse shaft 5 which is ro-V iatablyV supported'in bearings in the sides of the casing, so'V thatthis valve 'canbeturned to be disposed vtransversely of fthe b'orer2`, and thus closethe bore, or with its planemoreor less in line wl-thfthebore, so as to open it; A I also mount the valve'i3 so ythat-it can turn about an axis transverse with respecttof-the boie 2 to open or closing position; this valve being supported upon a rotatable shaft or spindle l, turning in bearings in the sides of the casing i, and being preferably parallel tothe shaft 5. The valve 3 ishollowandforms an interior chamber Rand this-valve is also providedwith anloutletmll in the form of a slot,as indicated particularlyfin Figures *17, 5 and 6. OnV the insideof the'valve, the spindle 6 is bored to provide a'pair of'portsB which communicate with a duct IU through which gasoline' and air pass by way 'of the ports or nozzles 9,"to the chamber 1, and the gasoline thus admitted to the chamber 1 intermingles with the air' in 'this chamber and flows out throughl theA slot B` into the bore 2.

` Therefore, the valve 3; serves as an air regulating valve' and ispraynozzleccmbined. ,t rms'vaivea'shoma prererablynve the shape of an oblatespheroid consistingottvvo halves I I, each half being hemispheroidal in shape, and not truly hemispherlcal; and also held together rim to rim -by ascrew l2 whichpasses directly through the spindle 6, the rims of each half Il being recessed't'o enable them-to be clamped upon theshaft orspindle 6` with their vedges in contact, except overv the portions where the opposed edges of the twohalves are out away to provide the slot 8.' This slot is entirely at one side of the valve and is somewhat less than' a semicircle in length;

Asv shownclearlyiin the drawings, the diameter ot thisvalve measured in the plane ofthe contacting edges or rims of the substantially hemispheroldal halvesV I I, is greater than the diameter coinciding withthe axis of the screw I2, the valve 3 thusbeing oblate in formor in the form of a spheroid flattened at the poles and bulging at the equator; The Aequatorial diameter is indicated hythe dotted line -E in Figures 1 and 6; and th-polar"darnetr by `the line indicated by the letterP-in Figure 5. When* the valve is turned on its shafti so Vas to carry itinto the position shown. in Figure 5, that is, with the polar diamt eter P transverse to the axis of the bore 2, it will open the bore 2v and permit air to flow through same as fully Vas the shape .of this valve will per` mit; but when it is revolved into such a position that the polar diameter is brought into line with tion as shown in Figures 1 and 5. At one side.

of the casing the spindle 6 is engaged by an external bearing I 4 and at the opposite side ofthe spindle, it turns in another outside bearing I5.I

As I shall describe more fully below, the shape of the combined air regulating Valve and-spray nozzle 3 is such that the bore 2 can be Oplled to permit more and more air to iiow therethrough in direct proportion to the degree of angular displacement of this Valve from the position shown in'Figure 6 Vto that of Figure l; thatsis, when the valveY is turned from the position shownin Figure 6 through 45 degrees towards full open position; it willpermit twice vas much air to flow past it, as when it is turned through only 22% degrees, and'whenlit is turned through 90 degrees tofull open position, it allows twice as' much-air to now past it, as when it is turned through only 45 degrees; thus the quantity of air which flows through the casing I is increased or decreased in the same ratiogas the angular distance of the Valve towards orfrom the position shown in Figure 6 is increased or decreased. The Valve Sand its cooperation with thecasing I are 4recited inthe claims of my copending application, VSerial No. 49,963 led of even date herewith. p

Thelextremity ofthe shaft 5 whichis supported in the bearingld may b e solid and integral, ybut vthe opposite extremity which kturns in the hollow external projection orgbe'aring I5, is hollow and` comprises at least two parts or members for the convenient admission `and regulation of gasoline and air to the carburetor.y Thus the portion of the shaft E: which contains the axial ductY II) delivering through lthe two-ports lor nozzles 9 to the chamber 1, is expanded on the outside of the casing I to provide a disc or head I6, provided with larrim Il; vmaking-,in effect a cupshaped member which forms one section of the valve for regulating the gasoline supplied to the carburetor. This valve-for vsupplying and regu-f4 lating the gasoline is shown fully in Figures1 1, '7, 8, 9, l0 and llinclusive. The rim I1 ofthe disc I6 above mentioned, consists of two portions I8 andr I9, the portion I 8 being of less height than the portion I9, to provide a pair o f shoulders 20, each portion being substantially half of a circumference. Theothersection of this -valve is provided by asimilar disc I6, integral with a journal 6A in axial alinement with the main portion of the shaft 6, and this section also has the form of a cylinder cup with a rim" I 'I comprising as before, two portions I8 and I9 of unequal depths, measured inthe direction of the axis of the cup, to provide two-similar shoulders'ZIl.

Therefore, when the two sectionsofthis valve are assembledby bringing them together as indicated in Figures 1, 8, 9, 10 and'll, rim torino, with the shoulders 20 of one engaging the shoulders- 2U of the other, they must obviously rotate in unison when the Valve 3 is rotated. .In the portion I9 ofthe rim I1, of greaterdepth, on the disc I5, attached to the journal 6A, is cut va notch or recessZI, this', notchbeginning at the point a, Figure 7, and extending along a straight diagonal line b, to a shouder c, the recess being about 90 degrees in extent, and with its extremities, namely the point a and the shoulder c equidistant from the two shoulders 20. Hence, when the two sections yof this valve. are assembled rim to rim, the recess will permit communication with the interior of the valve,l so that gasoline can flow through this recess which will serve as an'inlet for the gasoline to pass into the rotary valve to the duct i8. At its outer extremity, the projection I5 has internal threads 22, to engage external threads upon a perforated element or nut 23, between which and the extremity of the bearing I5, is clamped a washer or packing 24. This vnut is perforated and serves as a bearing for the journal 6A.

The projection I5 has an extension 25 receiving in its outer extremity a gland 26 to secure therein a gasoline supply conduit 21 having a bore 28. SeeFigure 6. This bore 28 leadsto aninlet opening29 in the side of the projection I5 and when the port formed by the triangular recess 2l in the hollow rotary valve disposed within` thebearing I5, uncovers this inlet 29, gasoline can, of course, ilow freely intothe valve for regulating the gasoline in the projection I5, and thence by way of the duct I0, through the nozzles 9 tothe chamber 'I in the valve 3. In practice, the rims of the two sections of this valve do not quite make contact with each other, but are separated to a slight extent, as indicated in Figures l, 8, 9. and 11; and for this purpose I place inside of the valve a compression spring 38, which seats against the two opposing discs I6 and normally tends tomove the two sections of the rotary gasoline valve apart.'

Figure shows the two sections of the valve for regulating the gasoline, in perspective, before assembling; whileliigure 8 shows these two sections brought together rim to rim with the triangular Yrecess forming the inlet port which leads to the interior of this valve, on top. .'The axis of the extension 25 is at right angles to the axis of the bore 2, so that Ywhen the casing I is vertical, both the projection I5 and extension 25 will lie in ahorizontal plane, and, therefore, the conduit 2l will communicate with the interior of thevalve for controlling the gasolinethrough the inlet 29, through the side of the projection I5.l rThe location of the conduit 2'! is indicated in Figure 8 with reference to the axis of the spindle Ii only; but when the Valve 3 is in such positionv that it closes as much as possible, the bore 2, the'. valve for controlling theentrance of gasoline to the carburetor, will be in such position that the point a. of the notch or port III will be substantially in line with the bore 28 through the conduit 21, as indicated in Figure'9. No gasoline at all, or only enough for idling, at most, will now be enabled to flow into the carburetor. As, however, the valve 3 is turned to bring its polar axis more and more transverse to the axis of the bore 2, the diagonal edge l) of the port or recess 2i, will pass across the inlet 29 and expose a larger and larger portion of the area of the bore 28, and thus admit more and more gasoline to the inside of the `valve and the duct I8. When the ValvefS has come to such position that it opens the bore 2 as much as possible, the sections of the valve for controlling the gasoline will occupy the position shown in Figures 1 and 1l with the shoulder c adjacent the inlet 29 and with the area of the bore 28 in the conduit 2'! uncovered to the maximum extent.

the two portions 'I8' and I9 `together againstthe spring 30 `and-thus makes 'the notch or recess 2 I narrower throughout'its whole .lengthso that.

itznay be uncoveredilessithan the whole areaofjtheduct 29; `while tli'rning the nut23 outward permits the spring 30 to move`r the parts I8 land I3 away from each other andthuspermit the recess or opening `2I. tofuncover more of the As the vedgeI b 'of `the notch 2 JIv is diagonal .with

reference to the spindle 6, it is clearthat more and more gasoline will be admitted-vin i direct proportion to the angular degree vofirotation of. the valve for controlling the gasolinef inthe'same manner as the supply' lof'air isregulated by the oblate spheroidal valve3l f'Ihat is, iin the posi-'- tions of the parts shownfin' Figure 1, twice as much air andtwice as much gasoline will beadmittedto the carburetor,-` as'when. the parts occupy positions 45 degrees distant, and sofor fall other positions, so that'while the quantities 'of air'and 'gasolineV maybe varied; the amounts of the two ingredients arealways present inl the same ratio, and the composition of the fuelwhich results from the action ofi the air upon the gasoline is rendered constant. *At the same time, precise and complete' 'regulation as tothe amount of air andga'soline admitted'canlalways be secured, and the quantity offea'ch -will'fbe increased in exact proportion tto the extentof angular move#A ment of the valve 3, andthe valve for controlling the gasoline supply W 'ch must alwaysmove with the air valve. i i i L i, Q -1- rw With the parts in the positions occupieduin Figure 1, thedirection of rotation ofthe shaft 6 to move the Valves towards closing position is indicated by thearrow A; while the arrows in Figures 3 and 6 indicate the direction o! rotation to open position.- 1 l Q The end Yof the shaft adjacent the bearing I4 has affixed thereto an arm-3l, and on the correspondingV end ofthe shaft 5 is asimilar arm 32. These twoarm's 3I and 32 areunited by a link 33, to be operated together. A y On theinteriortof the i casing I., between the valves 3 and 4 is a tubular member 34, presenting a relativelylarge end to the valve 3, and secured around its'p'eripheryat thisendto the inside Y surface of the bore, 2. The oppositeendgof this member is smaller,andseparatedfrom the 4in-y side of the bore 2,v by an annular'space 36."` Between its endsA the member 34 is contracted, as

shQWIl at 31, somewhat likea Venturi tube. Opposite the contraction, 31, the casing I has anair inlet port 38controlledby an arc-shaped 4strip or shutter plate 39, withja curved slot 40 therein. To the convexedge'of the plate 39 atfthe middle is affixed anarm 4I, bent t`o` extend towards the lever 3I, withan opening 42 to give passage to the end of the spindle 6; and having a transverse slot 43, to receive a screw 44', entering a threaded opening'45 inthe arm 3|. By`

i means of this screw slot, the army 4Ifand plate 3l!y can be `adjusted within the necessary limits. .Il i

l The arm 3I is perforated at 5I to be united to alink connected to an actuating lever, and the valves 3 and 4,: ofcourse, movel together` -As the valve 3 Vand the. valve for the gasoline in the projectionil are Aopened farther, and farther, more air and more gas areadmitted to flow through the casing inexact proportion to the degree of movement of these valves from fully closed to fully open position; but the ratio of 'cheV quantitypf gasoline to the quantity of air is always the same and is, ofcourse, selected according' to the known capacity of airfto vaporize the gasoline as the latter is admitted to thecarburetor. The vaporization begins in the chamber 1 of the valve 3, and the gasoline issues from thev nozzles 9 in the form of bubbles; because as 'the gasoline flows into 'the duct I0, enough air is entrained from the inside .of the gasoline valve in the projection I5, to cause bubbles to appear; the air entering the inside of the gasolinevalve through a channel 6' in the journal 6A; `4this channel or port opening through the outer end of the journal and the disk I6 attached thereto. From the chamber I the air and the gasoline taken up by it are sprayed through the sl'ot 8, and drawn into the member 34 by air flowing around vthe valve 3 through the bore 2, the slot 8 being turned towards the member 34,

as thevalve 3 moves to fullyV open position. Upon vpassing the contraction 31, the air and vaporized gasoline tend tof expand, but this tendency is overcome by air `entering the port 38, and flowing through the annular space 36, where it tends of air and gasolinefinward, and further dividing and `vaporizing the gasoline; so that when the intake manifold'is reached, a perfectly dry and uniform gaseous fuel has been produced. Hence the memberw34 facilitatesvaporization with the annular'air space36 and inlet 38, through which air flows and escapes as a thin annular stream, to envelop and surround the spray of air and gasoline proceeding from the air regulating valve and spray nozzle 3. -This annular stream of air surrounds the spray and drives any unvapor-` ized particles of the mixture that may reach this point, away from the surrounding wall of the casing to the axis of the bore 2, and greatly increases vaporizing action. As many of these annular air streams and members 34 may be employed as may be found necessary to secure asatisfactorydegreeof vaporization.

The part of -the carburetor for admitting air byway of port 38, and the member 34 are recited in the claims ofmy application, Serial No.

687, above-mentioned.

The ratio between the'quantity of air and the quantity of gasoline is kept constant,` as above stated;V though the amounts of air and `gasoline may vary as the valves are opened or closed, to

agreater or less extent.,` But a constant-air fluctuating. c

- AThe normal vacuum in the intake manifold of an internal combustionengineis known tovary in proportion tothe opening or closing, of the air nozzle 3.

inlet valve; for example, the throttle valve 4;

andthis variation may be such that the vacuum` ranges from 20 inches of mercury displacement when the throttle Valve is closed, to one-half an inch when the throttle is fully open. Clearly, a pressure'equivalent to 20 inches of mercury displacement will force a greater quantityof gasoline through an oriice in a given time, than will a pressure equivalent to but one-half an inch of mercury displacement; therefore, the normal vacuum cannot be relied upon to supply a steady andl regular ow of gasoline to the carburetor.

If the` gasoline entering the valve and spray nozzle. 3 is exposed to this iluctuating vacuum and the gasoline tank placed at alevelglower than the carburetor, it will be found that in every case a surplus of gasoline will be in evidence Whenthe throttle is closed; and, if the level of the Y:gasoline is more than six inches below the carburetor, no gasoline Will be supplied at all when the Vthrottleisfull open. In View-of this fact, the usual fluctuating vacuum oa gasoline engine cannot be'depended upon as the force for supplying gasoline to a self feeding carburetor; butmeans for producing a constant, not a variable, pressure upon the gasoline must be found. -It is imperative to decrease the maximum normal vacuum and lincrease the minimum normal vacuum, until the two extremes meet on common groundwhich cannot be less than ,an

equivalent of threeinches of mercury Ydisplacement, or a fuel lift of 36 inches necessary when automobiles are on grades.V

Reference to Figure 1 willshow how-I secure the end under consideration. l Plainly, if the valve 4V be closed, no vacuum or unbalancedvpressure can act upon valve and nozzle 3, and if the Valve 4 be turned to fully open position, the total vacuum or unbalanced pressure possible will take effect on the valveand Also, if a hole, say one-sixth of an inch in diameter, be drilled through valve 4,or a slight tree air `space such as the space I3, isfprovided between .the insidewall of the casing and the f periphery of the valve l4; and the; engine is then started; there will result a -relativelyhigher or major vacuumin the intake manifold, (which will be connected to the upper endof the-car,- buretor), and a relatively low orminor Vacuum between the valves 3 and 4. Increasing this opening in the valve 4 increases Ythe vacuum onthe valve 3; and decreasing this opening,rdecreases the vacuum acting on the valve 3, but as the valve 4 also governs idling conditions, the air passage through the valve 4 cannot be greater than that demanded for idling conditions. Instead'of an opening through the valve 4, this Valvemay be arranged to be closed not entirely, but to leave a small space 46 between its edgeand the inside of the casing I. Y

The relation of valves 4 and 3 and the respective volumes of air permitted to passfthem when the valves are closed and in idling positions, is iinportantjin this dicussion. If the ,volume of air passingthe valve 4 is equal to the Volume passing the valve 3, the vacuum in the manifold above the valve 4 will be equal to the vacuum between the valves 3 and 4. If the volume of air passing the valve 4 is less than the volume passing the valve 3, the vacuum in-the manifold above vthe valve 4 will be greater than the Vacuum between the Valves 3 and 4; and if the volume of air passing the valve 4 is greater than the volume passing the valve 3, the vacuum between uum to speak of.

the valves 3 and `4 will increase in exact ratio to the increase in volume of air permitted to pass the valve 4.

From these easily demonstrated facts it is clear that if we set the valve 4 to allow air for idling to pass, We may make a free air space I3, around. the periphery of the Valve 3 and provide for a wide range of vacuum or unbalanced pressure or force on the valve and nozzle 3; and consequently upon the air and gasoline within it; while the parts are in idling and low speed positions; In practice it has been found that the freeair space around the valve 3 should, in cross section or area, be ve times the'cross section or area of the required idling air stream passing through the bore 2. These proportions will reduce the maximum vacuum of about 18 inches of mercury displacement in the manifold to approximately 3 inches on .the valve 3, and the gasoline entering it.

One must bear in mind that the arms 3l and 32 are joined by the link 33; and any movement of one arm thus: imparts a corresponding movement to the other.

Having shown how thevmaximum Vacuum is reduced to the desired point, it is necessary to explain how toincrease the minimum normal vacuum on the gasoline, when the valves are in full openrposition as shown in Figure l.

Reference to Figure 1 shows that if air control valve and nozzle 3 were a thin disc of metal like the valve' Il,A there would be, with both Valves fully open, substantially no resistance to the air passing through the device and consequently no vac- To obviate this condition and increase 4the vacuum or unbalanced pressure on thevalve 3 andthe gasoline when the valves are in fully open position, I employ the hollow oblate spheroidal air valve and spray nozzle 3 already described.

When the valve 4 is vfully open, it offers substantially no resistance Yto the air stream and, therefore, produces substantially no vacuum. On the. contrary the oblate valve 3 even when fully open greatly reduces the free air passage or bore 2,'through the body of the device, and increases the vacuum on this Valve 3, and the gasoline and air within it. Owing to its special shape, this valve 3 always, in any of its positions, will necessarily reduce the air passage between its circumference, and the inner wall of the casing I, to the size essential for maximum speed and eiciency; and though the vacuum above the valve 4 may tend to fluctuate widely, the vacuum at the valve and nozzle 3 remains substantially constant and of the degree needed.

It has been amply demonstrated that if the bore 2 through the body I be 1 and 1A; inches in diameter, the polar diameter P of the valve 3 may be of an inch, thus leaving a free air passage around the valve 1% of an inch in width. This air passage has been found suicient to supply air freely at maximum speed for all engines having from 1 92V to 250 cubic inches of piston displacement; and at the same time, it produces a vacuum sufficient to draw the fuel from the tank at the rear of the car; even when on steep grades and under' most trying conditions.

The slot 40 in the shutter-plate 39 is not as long as the plate, but leaves unperforated portions of the same area at the ends of the plate. When the air regulating valve 3 is closed as in Figure 6, one end of the plate.39 closes the port 38, and when the valve 3 is turned by the lever 3l to fully open position as in Figure I, the other end portion of the shutter-plate 39 also closesthe port 38; but on passing from closed to fully open position of valve 3 or vice versa, the slot 40 in the plate 39 exposes the air inlet port 38, and admits air throughout a turn of 90 degrees. When the valve 3 is closed, the air inlet 38 is closed to allow the engine to idle; and the inlet 38 is also closed when the valves 3 and 4 are opened fully for starting, but at intermediate positions ofthe valves 3 and 4, the air inlet is exposed through the-slot 40.

At its lower end, the casing may have the usual air-choke valve 41, mounted on a shaft 4 8, rotating in bearings 49, and carrying an operating arm 50. The arm 3| has one or more openings 5| to attach it to an operating lever.

In some cases, I may dispense with the arc shaped shutter-plate 39, and adopt the construction shown in Figure 12. The outer end of the boss surrounding the inlet 38 is internally thread'- ed, and into this boss'isscrewed a bushing `52V, bearing a poppetvalve 53, seating on its inner extremity. This bushing has screw threads 54 on its outer end to receive a perforated cap 55, with a central bearing 56, in which the valve stem 51 can slide. This stem has'threads 58 at its outer end to be engaged by a nut 59, and between t .e nut 59 and the cap 55 is a spring', holding the valve normally shut. `The nut enables the tension of the spring to be adjusted as required.

This modification operates as above to admit air during normal running of the engine. At the top of the casing is a flange 6 2 "to enable the carburetor to be bolted to the endof the conduit leading to the intake manifold of the engine. i

While I have mentioned gasoline herein, I wish to be understood as asserting that I am not limited thereto, but any other volatile hydrocarbon may also be employed.

Sometimes the passage 6' may be omitted and the journal 6A closed entirely.

Having described my invention, what I believe to be new and desire to secureand protect by Letters Patent of the United States is:-

1. A casing with a bore therethrough, a hollow rotary valve on the outside of the casing, and a spindle secured to said valve extending into the bore, the spindle having a duct leading to a delivery nozzle, and the valve having a circumferential opening controlling according to its angular position, an inlet port delivering to the interior of said valve, the latter comprising parts to regulate the opening.

2. A casing with a bore therethrough, a hollow projection on the outside of the. casing, a rotary valve in said projection, the valve comprising sections engaging each other to rotate in unison, one of said sections having a recessed rim tov provide a port leading to the interior of said valve, said sections being adjustable to regulate the area of said port, the projection having an inlet opening, said port being shaped to cover and expose said opening, and the valve having a duct to deliver fluid to the bore in said casing.

3. A casing with a bore therethrough, and a rotary valve to control admission to said bore, said valve comprising cup-shaped sections assem bled rim to rim with engaging shoulders to enable said sections to turn in unison, the rim of one section having a recess forming with the edge of the other rim a triangular inlet to control a supply port, a spring in said valve tending to move said sections apart to enlarge said inlet, and an element to control said spring.

4. A rotary regulating valve, comprising separate sections, each section having an axial ex tension projecting from one end, the valve having an inlet port in its side, and the sections being longitudinally adjustable.

5. A rotary regulating valve, comprising separate sections, each section having fa hollow axial extension projecting from one end, the sections being longitudinally adjustable, the valve having an orice in its side, so that suction applied to one projection will cause a flow through said orifice and said projection.

' GUY L. KENNEDY. 

